49.050 航空航天发动机和推进系统 标准查询与下载

ASTM F2612-07 无人驾驶飞机系统用涡轮发动机设计和制造的标准实施规程

1.1 This practice covers minimum requirements for the design and manufacture of turbine engines for unmanned aircraft systems.1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Practice for Design and Manufacture of Turbine Engines for Unmanned Aircraft System

ASTM F2667-07 无人航空器系统用往复式压缩点火发动机设计和制造的标准实施规程

1.1 This practice covers minimum requirements for the design and manufacture of reciprocating compression ignition engines for unmanned aircraft systems use.This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Practice for Design and Manufacture of Reciprocating Compression Ignition Engines for Unmanned Aircraft Systems

ASTM F2538-07a(2010) 设计和制造轻型娱乐飞机用往复压缩点火发动机的标准操作规程

This practice provides designers and manufacturers of engines for light sport aircraft design references and criteria to use in designing and manufacturing engines. Declaration of compliance is based on testing and documentation during the design and testing or flight-testing of the engine type by the manufacturer or under the manufacturer''s guidance.1.1 This practice covers minimum requirements for the design and manufacture of reciprocating compression ignition engines for light sport aircraft, Visual Flight Rules (VFR) use. 1.2 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Practice for Design and Manufacture of Reciprocating Compression Ignition Engines for Light Sport Aircraft

SAE ARD5912-2006 燃料与氧气比:评价和意见

Federal Aviation Regulations (FARs) define oxygen system requirements on the basis of a decompression incident, should it occur at the equal time point (ETP). After initial descent, flying at a lower altitude requires more fuel and less oxygen. Flying at higher altitudes requires less fuel but more oxygen. This ARD attempts to identify fuel and oxygen management contingencies, and to present one possible solution for optimum and efficient flight continuation.

Fuel vs. Oxygen: Evaluation and Considerations

SAE AIR5120-2006 发动机监测系统的可靠性和有效性

For Engine Monitoring Systems to meet their potential for improved safety and reduced operation and support costs, significant attention must be focused on their reliability and validity throughout the life cycle. This AIR will provide program managers, designers, developers and customers a concise reference of the activities, approaches and considerations for the development and verification of a highly reliable engine monitoring system. When applying the guidelines of this AIR it should be noted that engine monitoring systems physically or functionally integrated with the engine control system and/or performing functions that affect engine safety or are used to effect continued operation or return to service decisions shall be subject to the Type Investigation of the product in which theyll be incorporated and have to show compliance with the applicable airworthiness requirements as defined by the responsible Aviation Authority. This is not limited to but includes the application of software levels consistent with the criticality of the performed functions. For instance, low cycle fatigue (LCF) cycle counters for Engine Critical Parts would be included in the Type Investigation but most trend monitors and devices providing information for maintenance would not.

Engine Monitoring System Reliability and Validity

TIA PN 3-4463-RV1-AD2-2006 2000扩频系统的网络参考模型 TSB-100-A-2的发布

The document to which this Notice is affixed (the “Document”) has been prepared by one or more Engineering Committees or Formulating Groups of the Telecommunications Industry Association (“TIA”). TIA is not the author of the Document contents, but publish

Network Reference Model for cdma2000 Spread Spectrum Systems To be published as TIA TSB-100-A-2

TIA PN 3-4720-RV1-2006 分组数据业务MAP的增强 TIA-880-A的发行

This document specifies enhancements to MAP to support CDMA Packet Data Service.

MAP Enhancements for cdma Packet Data Service (C-PDS) To be published as TIA-880-A

TIA-1105-2006 手持设备系统的基于数字视频广播的陆地移动多媒体多重播送

The present document specifies the air interface for terrestrial mobile multimedia multicast 12 in the context of digital video broadcasting for handheld devices to provide an efficient way 13 of carrying multimedia services. It identifies TIA standards in which functionalities and 14 parameters shall be implemented in order to deliver digital video broadcasting for handheld 15 devices compliant services.

Terrestrial Mobile Multimedia Multicast based on Digital Video Broadcasting for Handheld Devices System

SAE AS5833-2006 非螺纹柔性固定空腔、载流、自粘插型锻头金属箍

MALE FERRULE, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING, SWAGED FSC 4730.Table is about BASIC NO. AS5833 /12/ SIZE CODE, NOM TUBE SIZE REF and LB/EA NOM REF ALUM.

MALE FERRULE, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING, SWAGED FSC 4730

SAE AS5834-2006 非螺纹柔性固定空腔、载流、自粘套管

SLEEVE, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING FSC 4730.Table is about DIMENSIONS AND WEIGHTS.

SLEEVE, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING FSC 4730

SAE AS5835-2006 非螺纹柔性固定空腔、载流、自粘联轴器体

COUPLING BODY, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING FSC 4730.Table is about DIMENSIONS AND WEIGHTS /6/.

COUPLING BODY, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING FSC 4730

SAE AS5836-2006 配件终端的非螺纹柔性固定空腔、载流、自粘插头和插头设计标准

FITTING END, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING MALE AND FEMALE DESIGN STANDARD FSC 4730.Table is about MALE FERRULEL DIMENSIONS /3/, FEMALE FERRULE DIMENSIONS /3/, FEMALE FERRULE DIMENSIONS FOR HOSE ENDS /3/.

FITTING END, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING MALE AND FEMALE DESIGN STANDARD FSC 4730

SAE AS5837-2006 非螺纹柔性固定空腔、载流、自粘合对焊接插头金属箍

MALE FERRULE, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING, BUTT WELDED FSC 4730.Table is about DIMENSIONS AND WEIGHTS.

MALE FERRULE, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING, BUTT WELDED FSC 4730

SAE AS5838-2006 非螺纹柔性固定空腔、载流、自粘合对焊接插座金属箍

FEMALE FERRULE, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING, SWAGED FSC 4730.Table is about DIMENSIONS AND WEIGHTS.

FEMALE FERRULE, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING, SWAGED FSC 4730

SAE AS5839-2006 非螺纹柔性固定空腔、载流、自粘合对焊接插座金属箍

FEMALE FERRULE, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING, BUTT WELDED FSC 4730.Table is about DIMENSIONS AND WEIGHTS.

FEMALE FERRULE, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING, BUTT WELDED FSC 4730

SAE AS5830-2006 非螺纹挠性固定空腔、载流、自粘合组合联轴器采购规范

This aerospace specification defines the requirements for a threadless, flexible, conductive, self-bonding coupling assembly which, when installed on fixed cavity ferrules, provides a flexible, current carrying connection for joining tubing and components in aircraft fuel, vent and other systems. The assembled coupling is designed to provide interchangeability of parts and components between qualified manufacturers for the service life of the aircraft system. The assembled coupling is for use from -65 to +200 °F at nominal operating pressures (125 psig for -08 through -64 and 30 psig for -72 through -88). This aerospace specification is a departure from prior qualification practices for assembled couplings. Prior practice sought to validate this type of assembled coupling design by conducting a sequence of tests on sets of coupling assemblies. There were multiple test sequences and each was conducted on a different set of coupling assemblies. Each of these test sequences challenged a particular design feature of the coupling assembly. No single coupling assembly was expected to survive all of the required tests. FAR 23.954, FAR 25.954 and FAR 25.981 certification requirements have identified the need for high-current capable flexible fluid couplings. The coupling assembly does not require inspection and maintenance to remain current capable for the life of the aircraft. It is important to simulate the in-service wear and damage experienced by the assembled coupling if it is to remain capable of carrying current for the life of the aircraft. The test procedures in this specification simulate a worst case wear and damage condition for the assembled couplings. Interchangeability of vendor parts must be qualified by design, test and/or analysis.

Coupling Assembly, Threadless, Flexible, Fixed Cavity, Current Carrying, Self-Bonding, Procurement Specification FSC 4730

SAE AS5831-2006 非螺纹固定空腔、载流、自粘合挠性组合联轴器外壳尺寸

ASSEMBLED COUPLING, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING, ENVELOPE DIMENSIONS.Table is about DIMENSIONS.

ASSEMBLED COUPLING, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING, ENVELOPE DIMENSIONS

SAE AS5832-2006 非螺纹挠性固定空腔、载流、自粘合组合联轴器部件

ASSEMBLED COUPLING COMPONENTS, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING FSC 4730.Table is about ASSEMBLED COUPLING COMPONENTS WEIGHTS.

ASSEMBLED COUPLING COMPONENTS, THREADLESS-FLEXIBLE, FIXED CAVITY, CURRENT CARRYING, SELF BONDING FSC 4730

TIA-102.CABC-2006 干线系统中声音操作的互操作测试

TIA Engineering Standards and Publications are designed to serve the public interest through eliminating misunderstandings between manufacturers and purchasers, facilitating interchangeability and improvement of products, and assisting the purchaser in s

Interoperability Testing for Voice Operation in Trunked Systems

SAE AIR790C-2006 航空器燃料系统中冻结成冰的考虑

Ice formation in aircraft fuel systems results from the presence of dissolved and undissolved water in the fuel. Dissolvedwater or water in solution with hydrocarbon fuels constitutes a relatively small part of the total water potential in aparticular system with the quantity dissolved being primarily dependent on the fuel temperature and the water solubilitycharacteristics of the fuel. One condition of undissolved water is entrained water such as water particles suspended in thefuel as a result of mechanical agitation of free water or conversion of dissolved water through temperature reduction.Another condition of undissolved water is free water which may be introduced as a result of refueling or the settling ofentrained water which collects at the bottom of a fuel tank in easily detectable quantities separated by a continuousinterface from the fuel above. Water may also be introduced as a result of condensation from air entering a fuel tankthrough the vent system.Entrained water will settle out in time under static conditions and may or may not be drained, depending on the rate atwhich it is converted to free water. In general, it is not likely that all entrained water can ever be separated from fuel underfield conditions. The settling rate depends on a series of factors including temperature, quiescence and droplet size. Thedroplet size will vary depending upon the mechanics of formation. Usually the particles are so small as to be invisible tothe naked eye, but in extreme cases can cause a slight haziness in the fuel.Free water can be drained from a fuel tank if low point drain provisions are adequate. Water in solution cannot beremoved except by dehydration or by converting it, through temperature reduction, to entrained, then to free water.Water strictly in solution is not a serious problem in aviation fuel so long as it remains in solution. Entrained and free waterare the most dangerous because of the potential of freezing on the surfaces of the fuel system. Further, entrained waterwill freeze in cold fuel and tend to stay in solution longer since the specific gravity of ice is approximately the same as thatof hydrocarbon fuels.The elimination of undissolved water, to the extent practicable, in fuel storage, handling and delivery systems as well as inaircraft fuel systems can reduce or eliminate the potential for icing problems. Appropriate testing of fuel systems, subsystems and components under controlled icing conditions can establish confidence in the safe operation of the aircraftfuel system in such icing conditions. Considerations for these measures to control potential icing problems are addressedherein.Several things happen to moisture laden fuel as the temperature is lowered, and an understanding of this helps to arriveat proper fuel conditioning procedures and subsequent testing for icing conditions. As the temperature of fuel is lowered,concentration of water droplets in the fuel begins to decrease in the vicinity of 40 to 50 °F (4 to 10 °C). Therefore, to get areliable conditioning of fuel, samples should be taken and mixing of fuel and water should be accomplished beforelowering the temperature further. Ice crystals begin to form as the temperature nears the freeze point of water; however,due to impurities in the water, this normally takes place at slightly lower temperatures (27 to 31 °F) (-3 to -1 °C). As thetemperature is lowered further, the ice crystals begin to adhere to their surroundings in the form of ice.

(R) Considerations on Ice Formation in Aircraft Fuel Systems